Motor driven vehicle



Oct. 29, 1935. Po oc ET AL 8 2,018,972

MOTOR DRIVEN VEHICLE Filed NOV. 3, 1953 4 Sheets-Sheet l Oct. 29, 1935.e. 1.. POLLOCK El AL MOTOR DRIVEN VEHICLE Filed Nov. 3, 1933 4Sheets-Sheet 2 age 1322007: era .1 fl r'iz Oct. 29, 1935. G. L. POLLOCKEl AL MOTOR DRIVEN VEHICLE w i a a mm m 3w 3 |||\|\|||ll 3, kN 4%] s 5QM m u d 11 I m "HUM u ll/llllrllllllllllllllff!IIIJVl/ll/IMFE M a a 2%y f, ov a M NW W .3 KN mu 7/ mm @m E w MN *Q Oct. 29, 1935. G. 1..POLLOCK ET AL 2,018,972

MOTOR DRIVEN VEHICLE Filed Nov. 5,-1933 4 Sheets-Sheet 4 scale in sideelevation ,(partly in section) a de- Patented Oct. 29, 19

\ UNITED STATES 2,018,912 MOTOR DRIVEN VEHICLE George L. Pollock andAlbert E. Kindig,

Chicago, Ill.

Application November 3, 1933, Serial No. 696,538

12 Claims. (01. 105-215) This invention relates to improvements in motordriven vehicles and consists of the matters hereinafter described andmore particularly pointed out in the appended claims.

The invention relates more particularly to a motor driven heavy van ortruck which is provided with two sets oi wheels-road wheels and railwheels-with the wheels of the sets severally arranged adjacent to and inplanes parallel to each other and with the two sets so mounted withreference to the body. of the-vehicle that the one set or the other setof wheels may be brought to traction position to engage the road or therails, as the case may be.

and improved axle housings each connected to the differential casing,with a duplex axle drive for the traction rail and road wheels and withAnother object of the invention is to provide a simple and efficientpower driven actuating means operable from the driving seat for shiftingor rotating said housings to bring one or the other set of tractionwheels to traction position.

Another object of the invention is to provide a simple and efficientautomatically actuated guiding and locking means for rigidly holdingsaid housings in either of the two described positions, with automaticreleasing devices to permit movement of said housings, when suchmovement is required to shift said housings from one position to theother.

The advantages of the invention and the wide field for its commercialadoption and use will appear more fully as we proceed with ourspeciiication.

Inthe drawings:-

Figure 1 is .a view representing a top plan of the rear end oi. thechassiswith the body removed, showing the two pairs of traction wheels,namely, the roadwheels and the rail wheels, together with their means ofmounting and connection to the difierential gear casing and propellershaft.

Figure 2 is a side elevation of the rear end oi! the chassis with thetraction wheels attached thereto and illustrating the relative positionsof the two kinds of tractionwheels with the rail wheels in operativetraction engagement with rails.

Figure 3 is a view representing onan enlarged tail of the mounting ofone 01 the housings and One object of. the invention is to provide novelcentral axis.

of the mechanism for shifting it andlocking it in its two positions.

Figure 4 is a view on an enlarged scale representing a vertical sectionof Figure 1 in the vertical plane containing the horizontal axis of thea differential gearing. Figure 5 is a view in rear elevation of theparts shown in Figure 3.

Figure 6 is a view similar to Figure 3, showing the parts in a differentposition. 10 Referring now to that embodiment of the inventionillustrated in the drawings:

it! indicates the chassis oi a motor driven vehicle, as a heavy truck orvan, 0! any suitable design with the improvements of the invention 15applied thereto. II, II indicate a pair of rear flanged traction wheelsadapted to run on rails in a familiar manner. Mounted adjacent to,outside of or beyond said rail wheels are traction road wheels i2, l2.Power for driving the veat hicle, as illustrated herein, is applied asis usual to the rear set of traction wheels, namely, the wheels H, andthe wheels l2, i2.

i3 indicates the propeller shaft running longitudinally of the chassisand connecting the motor 25.

through the'change speed box to the diflerential gearing enclosedin thedifferential casing I. It will be understood that the differential gearcasing and gearing, the floating axles and their connections to thetraction wheels are the same 30 on both sides, so meta description ofone will 1-,

suiiice.

it indicates a housing extending laterally from the differential casingIt. It comprises a horizontal tubular casing I 6 enclosing the floating38 axles for driving a traction rail wheel H and a traction road wheel I2, respectively, and laterally spaced hubs Ha, Ha rigidly connected tothe outer end 01 said tubular casing. The inner end oi said casing I 6is connected to the difl'erential 40 casing in the usual manner, exceptthat the connecting means l6a permits a limited rotative movement ofsaidcasing about its longitudinal The housing I5 is mounted as a wholeupon a horizontal stud I1, parallel to but spaced below the tubularcasing 18, mounted on a saddleor stirrup l8 (see Figure 3) carried by arear spring l9 connected to the chassis in a familiarmanner.

For purposes of assembly, the hub Ha for the rail wheel II is made intwo parts, to the outer one of which the hub l2a for the road wheel I2is bolted, as shown in Figure 4. The housing l5 as a whole is rotatableonthe stud l1 through an angle or approximately 90 degrees. As shown inthe drawings, with the tubular casing I6 vertically above the stud-I1,the parts are so designed that the rail wheel II will be in tractionposition with its bottom tread below the tread of the road wheel I2.When the housing I5 is rotated upon -the stud I 1 through an angle ofapproximately 90 degrees, the road wheel I2 will be brought to tractionposition with its tread below the tread of the rail wheel II. Thedistance of the tread of the road wheel below the tread of the railwheel in the second case is somewhat increased by rea- Within the.tubular casing I6 and concentric therewith and extending into thedifferential casing I4, is a tubular floating axle 20 and within saidtubular axle a second floating axle 2|. The tubular axle 20 is fordriving the railwheel II and the axle 2I is for driving the road wheelI2.

The propeller shaft I3 is provided in the difierential casing I4 with aworm 22 which engages a worm wheel 23 carrying pinions 24 for drivingthe usual ring gear 25. .Said gear 25 is fixed to the axle 2|, whichdrives the road wheel I2. The tubular axle 20 has fixed to its'endwithin the differential casing I4 a long tubular hub 26. The end of saidhub proximate to the vertical plane of the propeller shaft I3 is flaredoutwardly at 26a to embrace and have bearing upon a conical hub 25a. ofthe ring gear 25,-a roller bearing indicated at 21 being :interposedbetween the two. The outer end of the hub 26 is tapered to provide aconical bearing part 261) which bears in a correspondingly tapered partI4a of the housing I4 with a roller bearing 21a interposed between. Thehub 26 has fixed to or made integral with it, a beveled gear 28 adjacentto its outer end. This gear is driven from the ring gear 25 through idlegears 26a, 28b suitably mounted on studs projecting inwardly from thewalls of the differential casing, as clearly shown in Figure 4. It .willbe obvious from the foregoing description that the ring gear 25 willdrive the hollow axle 20 for the rail wheel at a higher rate of speedthrough the idle gears 28a, 28b and the gear 28 than it will drive theaxle 2| for the road wheel to which axle it is directly connected.

The rail wheel I I is in the form of a large ring bearing upon the hubparts I la, I la of the housing I5 with an internal toothed flange orinternal gear 29 which is concentric with the stud I1 and I is locatedbetween the hub parts Ha, Ha. A

The axle 2I projects beyond the plane of the rail wheel II, through thehub part I 2a of the housing I5, within which it has bearing, asindicated at 3|, 3| and beyond which it is directly connected to the hubI2b of the road wheel l2 in a familiar manner.

It will thus be obvious that the two wheels,

the rail wheel and the road wheel, will be simul- -taneously driventhrough the differential gearing by the propeller shaft I3.

We now pass to a description of the means for shifting or rotating thehousings I5 on their studs I! to bring one or the other set of wheels totraction position and the means for locking said housings in either ofsaid positions.

Each housing I5 has connected to it near the differential casing abracket arm .32 (see Figures 5 1 and 3). To this bracket arm ispivotally connected a piston rod 33 of a piston -34 in a cylinder 35which is pivotally connected at itshead end to a cross bar 36 of thechassis, as shown at 31. By admitting air under pressure at the 0 one orthe other end of the cylinder 35 through pipes 38 or 39 (controlled by ahand valve 391:), it is obvious that the piston will be moved in onedirection or the other to shift the housing I5 from the position shownin the drawings and particularly in Figure 3, to the position shown atright. angles thereto, as in Figure 6, and from the second position backto the first position again.

The tubular casing I6 of-the housing I5 is engaged in a forwardly andupwardly inclined g slotted guide I5a, the curved ends of which, I51),I50, present stops to limit the movement of the said casing I6 and.consequently the rocking movement of the housing I5 on the stud I'I.Said housing is normally locked in the position shown 25 in Figure 3 bymeans of a lock arm 40 having a suitable concave jaw 4|, which operatesthrough a slot in the guide I5a, for engagement with the tubular casingI6 to hold it against the stop end "I 5b of the guide I512. The lock arm46 is pivotally 30 mounted on a transverse pin 40a connected to ears 40brising from the guidev I511. The guide I5a is pivoted to swing in avertical plane adjacent the proximate spring box or hanger I92: on ahorizontal stud I911. A spring-controlled, forwardly 35 pressed, secondlook arm 43 (see Figures 3 and 5 is mounted on a rod 42 extendingbetween and supported by the spring hangers I9a:, to-swing in a verticalplane adjacent to the first named lock v arm 40. The lock arm 43 has aconcave jaw 44 40 for engagement with the tubular casing I6 of thehousing I5 when said housing has been rocked to its lower limit ofmovement with its tubular casing I6 arrested by the stop end I50 of theguide I5a. Said lock arm 43 carries at its upper end 45 (which projectsabove the jaw 44 and above the pivot pin 40a of the lock arm 40) alaterally 'extending horizontal pin 44a (see Figs. 5 and 6) whichengages one end of a link, the'other end of which is connected to thelock arm 40, providing a lost motion connection therewith, so that inthe forward movement of the arm 43, the arm 46 will be directly engagedthe jaw 4I into locking position, whereas a reverse rearward movement ofthe arm 43 will withdraw said jaw 4 I' from looking position. A trip cam45 projects in advance of the jaw 44 of the spring-controlled lock arm43 in position to be struck by the tubular casing I6 of the housing I5when said housing is swung on the stud I1, so that the jaw 44 of saidarm 43 will be swung. out of the path of the tubular casing I6 to permitsaid casing to reach the stop and I50 of the guide I5a, when thespringcontrolled arm 43 will be snapped forward to-bring its jaw 44 tolocking engagement the tubular 05 casing I6, as shown in Figure 6.

. 46 indicates a pressure chamber containing a piston with a piston rod41 which is pivotally connected to the'lock'arm 43 at 48. Tlie pressurein the chamber 46 is provided by air admitted through a pipe 46a andcontrolled by a hand valve 46b. Both the hand valves 33:: and 46b arepreferably located at or near the driver's seat.

- Air is introduced through the pipe 36 into the head end of thecylinder 35 and through the pipe I;

" 48a into the pressure-chamber 46,the latter in advance of the former.The air introduced into the pressure chamber 46 will cause the pistonrod 49 to swing the spring-controlled lock arm 43 and with it the lockarm 40 and its jaw 4| out of the path of the tubular casing I6, so as topermit the rotative or rocking movement of the housing I5 on the studII, the latter being brought about by the movement of the piston in thecylinder 35. It will, of course, be understood that in this movement thespur gear 30 will run idly over the internal gear 29 of the rail wheelII. In the movement of the housing l5, the tubular casing I6 strikes thecam part of the spring-controlled lock arm 43 and forces said arm toswing further back to permit the tubular casing I6 to pass to the stopend I5c of the guide l5a, when the springcontrolled arm 43 finally snapsback to bring its jaw 44 into locking engagement, with the tubularcasing I 6 against the said stop end I50, to hold'the housing IS in itsrearward position. (See Figure 6). In this position of the housing, theroad wheels are in traction position.

To reverse the movement of the'housing and bring it to place where therail wheels are in traction position, the operator again admits air tothe pressure chamber 45 and to the inner endof the cylinder 35, in themanner hereinbefore described. This causes the piston rod 41 to shift tothe right to move the jaw 44 of the springcontrolled arm 43 from itsengagement with the tubular casing I5, followed by the movement of thepiston rod 33 to the left, so as to swing the housing back to itsoriginal position, whereupon the tubular casing I5 will be again engagedby the jaw 4| of the lock arm 40, having been forced into suchengagement by the spring-controlled arm 43 which snaps back to itsnormal position, as shown in Figure 3, when the tubular casing reachesthe upper end of the guide I50.

It will be understood that in describing the operation of one of thehousings I5, as hereinbefore, said description applies equally to theother housing, since the parts are duplicated on the two chambers 46.

- quired shifting of said guides to accommodate the movement of thetubular casings IS in their arcuate paths about the stud l1.

The spring-controlled lock arms 43 normally seek their forward position,being dislodged therefrom only by the operation of the piston rods 41.The arms 43, through their lost motion connection with the lock arms 40,likewise tend to'hold said lock arms 43 in theirlforward positions. The1 tom part 45 of the lock arms 43 ensures the complete'rem'oval of anyparts of the lock arms 43 from the paths of the tubular casings l6 whenthe housings I5 are shifted from their forward position, as shown inFigure 3, totheir rearward posi tion, asshown inFlgure 6. We claim'asour invention: 1. In a duplex traction drive for motor driven vehicleshaving rail and road wheels, a diiiferential gearing and easingtherefor, housings rotat- "ably connected to and extending laterally atupon which'said housings are rotatablymounted,

side of said differential casing, said housings having horizontallyspaced hubs at theirouter ends with the axes of said hubs laterallyspaced, a tubular axle and a second axle within and concern trictherewith, the second axle extending beyond 5 2. In a duplex tractiondrive for motor driven 15.

vehicles having rail and road wheels, a differential gearing and easingtherefor, housings rotatably connected to and extending laterally ateach side of said difierential casing, said housings having horizontallyspaced hubs at their outer ends with the axes of said hubs laterallyspaced, a tubular axle and a second axle within and concentrictherewith, the second axle extending beyond the tubular axle and bothaxles having bearing in said housings and in said differential casinmeans severally connecting said axles to said differential gearing,studs upon which said housings are rotatably mounted, rail wheelsmounted on the inner pair of said hubs, internal gearings. connectingsaid rail wheels with said tubular axles, road wheels mounted on saidouter pair of hubs and directly connected to said second axles, andmeans for rocking said housings on said studs.

3. In a duplex traction drive for motor driven ings having horizontallyspaced hubs at their outer ends with the axes of said hubs laterallyspaced, a tubular axle and a second axle within and concentrictherewith, the second axle extending beyond the tubular axle and bothaxles having bearing in said housings and in said dif ferential casing,means severally connecting said axles to said differential gearing,studs upon which said housings are rotatably mounted, rail wheelsmounted on the inner pair of said hubs,

internal gearings connecting said rail wheels with said tubular axles,and road wheels mounted on said outer pair of hubs and directlyconnected to said second axles, means for rocking said housings on saidstuds through a predetermined arc to bring one or the other pair of railor road wheels to traction position, and means for automatically lockingsaid housings when in positions at the ends of said arc. I

4. In a duplex traction drive for motor driven vehicles having rail androad wheels, 9. differential gearing andeasing therefor, housingsconnected to and extending laterally at each side of said differentialcasing, said housings having horizontally spaced hubs at their outerends with the axes of said hubs laterally spaced, a'tubular axle and asecond axle concentric therewith mounted in each housing and severallyconnected to said differential gearing,the second axle extending beyondthe tubular axle, horizontal studs rail wheels mounted on, the innerpair of said hubs, internal gearings concentric with said horizontalstuds connecting said rail wheels with said tubiilar axles, and'roadwheels mounted on said outer pair of hubs and directly connected to saidsecond axle.

5. In a duplex traction drive for motor driven vehicles having rail androad wheels, a housing having horizontally spaced hubs at its outer endwith the axes of said hubs laterally spaced, a horizontal stud uponwhich said housing is rotatably mounted, means for rocking said housingon said stud, a guideway in which said housing is engaged,- saidguideway having closed ends limiting the rocking movement of saidhousing on its stud, devices for severally engaging said housing to lockit at the two ends of said guideway, and means for severally releasingsaid devices.

6. In a duplex traction drive for motor driven vehicles having rail androad wheels, a horizontal housing having laterally spaced hubs at itsouter' end with the axes of said hubs horizontally spaced, a horizontalstud.upon which said housing is rotatably mounted, means for rockingsaid housing on said stud, a guideway in which said housing is engaged,said guideway presenting stops at its opposite ends to limit the rockingmovement of said housing, a spring-controlled pivoted lock arm adaptedfor locking engagement 1 7. In a duplex traction drive for motor drivenvehicles having rail and road wheels, a horizontal housing havinghorizontally spaced hubs 'at its outer end with the axes of said hubslaterally spaced, 0. horizontal stud upon which said housing isrotatably mounted, means for rock-.

motion means connecting said first named lock arm to said second namedlock arm, and actuating means for releasing said lock arms fromtheirrespective engagements with said housing.

8. In a duplex traction drive. for motor driven vehicles having rail androad wheels, a horizontal housing having horizontally spaced hubs at itsouter end with the axes of said hubs laterally spaced, a horizontalstudupon which said housing is rotatably mounted, means for rocking saidhousing on said stud, a guideway in which said housing is engaged, saidguideway presenting stopsat its opposite ends to limit the rockingmovement of said housing, a spring-controlled pivoted lock arm adaptedfor locking engagement with said housing in said guide way ad- J'acentits pivoted end, a second lock arm pivoted to said guideway adapted tolock said housing at the other end of said guideway, lost motion meansconnecting said first named lock arm to said second named lock arm, andactuating means for releasing said lock arms from theirrespectiveengagements with said housing; said first named lock arm being providedwith a cam part adapted to be engaged by said housing at a pointintermediate the ends of said guideway.

9. In a duplex traction drive for motor driven vehicles having rail androad wheels, a horizontal housing having horizontally spaced hubs at itsouter end with the axes of said hubs laterally spaced, a horizontal studupon which said housing is rotatably mounted, pneumatic means forrocking said housing on said stud, a guideway in which said housing isengaged, said guideway presenting stops at its opposite ends to limitthe rocking movement of said housing, a spring-controlled pivoted lockarm adapted for locking engagement with said housing in said guidewayadjacent its pivotedend, a second lock arm pivoted to said guidewayadapted to lock said housing at the other end of said guideway, meansoperably connecting said two lock arms, and pneumatic means for swingingsaid first named pivoted lock arm from its engaging position.

10. In a duplex traction drive for motor driven vehicles having rail androad wheels,- a horizontal housing having horizontally spaced hubs atits outer end with the axes of said hubs laterally spaced, a horizontalstud upon which said housing is rotatably mounted, pneumatic means forrocking said housing on said stud, a guideway in which said housing isengaged, said guideway presenting stops at its opposite ends to limitthe rocking movement of said housing, a springcontrolled piv'oted lockarm adapted for locking engagement with said housing in said guidewayadjacent its pivoted end, a second lock arm pivoted to said guidewayadapted to lock said housing at the other end of said guideway, lostmotion means connecting said first named lock arm to said second namedlock arm, and pneumatic means for swinging said first named piv otedlock arm from its engaging position.

11. In a duplex traction drive for motor driven vehicles having rail androad wheels, a horizontal housing having horizontally spaced hubsat itsouter end with the axes of said hubs laterally spaced, a horizontalstudupon which said housing is rotatably mounted, pneumatic means forrocking said housing on said stud, a guideway in which said housing isengaged, said guideway presenting stops at its opposite ends to limitthe rocking movement of said housing, a spring-con trolled pivoted lockarm adapted for locking engagement with said housing in said guidewayadjacent its pivoted end, a second lock arm pivoted to said guidewayadapted to lock said housing at the other end of said guideway, lostmotion means connecting said first named Jock arm to said second namedlock arm, said first named lock arm .being provided with a cam partadapted to be engaged by said housing at a point intermediate the endsof said guideway, and pneumatic means for swinging said first namedpivoted lock arm from its engaging position.

12. In a duplex traction drive for motor driven vehicles having rail androad wheels, including a housing with horizontally spaced hubs with theaxes of said hubs laterally spaced, a stud upon which said housing isrotatably mounted, a bracket arm fixed to said housing and extendinglaterally therefrom, astirrup for supporting said stud, and means foractuating said bracket arm to rock said housing on said stud.

. GEORGE L. POLLOCK.

ALBERT E. KINDIG.

